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ECU Software/Firmware/USB Driver Information


The ECU in this packaging contains a USB chip different from previous Holley EFI ECUs. This USB
chip uses an HID driver. Drivers for this are already present on PCs and laptop computers. Due to
this, there is no USB driver that is required to be installed to communicate with this ECU via the
Holley EFI software installation disk. When the ECU is plugged into the computer, it should
automatically install the USB HID driver. Note that these ECUs can be identified on the sticker on
the back as having a revision level of J (or higher alphabetically) (older ECUs had no revision level).
Note that when installing the software, it WILL show the installation of a Silicon Labs USB driver.
This is needed for older ECUs using this software version.
This ECU requires software version or greater (disk should be included with this ECU). This
software should also be used only with firmware versions 587 or greater, with this version being
installed on this ECU. This is a V2 version of software and firmware. V2 instructions are included in
the help section in the software, and can be downloaded at
Software version can also be used with older ECUs as well. If doing so, make sure to update
the firmware to version 587 or greater.
If you are installing this software on an older version ECU, follow these steps:
NOTE: If you have not updated your ECU to V2 Software/Firmware previously, (which this version
is), go to, download V2 Update Instructions.
Follow them completely.
1. It is advised (not required) to disconnect your computer from the internet when performing all of
the following installation.
2. Insert the CD. It should automatically load and start the installation process. You may get a
dialog box saying the program is from an unknown publisher. Select yes and continue. Follow
the instructions on the screen. At the end you should get a message saying the software was
successfully installed.
3. After the software is successfully installed, connect the black USB cable (included with the ECU)
to the ECU and laptop (cable will screw into the USB port on the ECU). You do NOT need any
other portion of the ECU harness connected. The ECU does NOT have to be powered for this
step. Once connected, you should get a found new hardware message at the lower right portion
of the screen, followed by a hardware successfully installed message.
NOTE: You will not be able to load a calibration file or communicate with the ECU until the ECU is
wired and powered. This step just loads the USB drivers.


There are new crank and cam sensor parameters for magnetic type pickups in software version These only have an effect on ECUs that are marked with Rev J on the label on the back
(which the ECU included in this packaging is). These parameters have no effect on older ECUs
which can be identified by the fact that they have no Revision level on their labels. If you have an
older ECU, enter a value other than 0.00 volts so that a warning message stops appearing.
The new variables are found in the following area in the System Parameters ICF:
Ignition Parameters > Ignition Type = Custom > Under Configure
If the Crank Sensor, Sensor Type = Magnetic, or the Cam Sensor, Sensor Type = Magnetic, the
following new Variables appear for either:

Minimum Signal Voltage This parameter defines what the signal strength must be for the
ECU to recognize it as valid for the crank, cam, and IPU speed inputs. Anything below this
threshold is considered background noise. This value can be set between 0 and 5V and the
higher the setting, the more noise is rejected and the stronger the signal has to be before the
ECU considers it valid. Practically speaking, the sensors signal at the lowest speed (during
cranking for instance) defines how high you can set this. Obviously, if you only have a voltage
level of 0.5V during cranking, you do not want to set it to 1V because the actual signal will be
ignored. It is advised to start with a value of .35 Volts. If there is a problem picking up a signal
during cranking, lower this value .05 Volts at a time until you get reliable triggering during
cranking (valid engine speed), then multiply this value by 0.75. If there is a problem with noise
causing false pulses, you can try increasing this value.
This parameter can also be found in the Input/Output ICF, as well when the Input Type is set
to IPU Speed. Follow the information above to select this value.

Filtering This is a variable that controls the new hardware based filtering used to help throw
out short duration noise on the crank and cam inputs. A value of 1 represents the minimum
filtering and 16 is the maximum filtering. Practically speaking, the sensors maximum
frequency in combination with its strength determines how high you can set this. A 60-2 or 361 pattern generates a high frequency signal and you would almost never need anything greater
than 8, and anything over 4 should be used with caution. For single pulse per fire crank
signals and cam signals, the frequency is lower and you can get away with more filtering. If
you use a filtering value that is too high, valid pulses can be filtered out at high engine speeds
causing sync errors. You do not have to be under load to test for this. You might notice as
you increase the crank filtering levels, you will have to increase the inductive delay values to
keep timing from retarding at high speeds, since by its nature the filtering introduces a slight
Holley Performance Products
1801 Russellville Road
Bowling Green, KY 42101

Date: 8-22-13